Resilient wheel.



- PATENTED DEC. 18, 1906. T. OLDPIBLD & J. A. SGHOFIELD.

RESILIENT WHEEL APPLICATION FILED DBO. 27, 1905.

4 SHEETS-SHEET 1.

WnTflEssEs No. 838,803. PATENTED DEG. 13,1906.

T. OLDFIBLD & J. A. SOHOPIELD.

RESILIENT WHEEL. urmonxon IILED 1130.27. 1906.

4 SHEETS-SHEET 2.

No. 838,803. PATENTEUDEG. 18, 1906. T. OLDPIELD & J. A. SGHOFIBLD.

RESILIENT WHEEL.

APPLICATION FILED 131:0 27 1905 4 BEEBTS-SEBBT 3.

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WITNESSES vw /fwz 1%. 888,803. PATENTED DEC. 18, 1906. T. OLDPIELD a: ,J. A. SGHOFIBLD.

'RESILIENT WHEEL.

APPLIUATION FILED 30110.27, 1905.

4 SHEETS-SHEET 4.

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Wwmessas ms uomws PETERS c0, wAsmwarou, 11cv a vertical position.

UNITED STATES PATENT @FFICE.

RESILIENT WHEEL.

Specification of Letters Patent.

Patented Dec. 18, 1906.

Application filed December 27,1905. Serial No. 293,468.

To all whom it may concern.-

Be it known that we, Ton OLDFIELD and JOSEPH ARTHUR SOHOFIELD, subjects of the King of Great Britain, residing at Halifax, in the county of York, England, (whose postal address is Central Iron forks, Boothtown, Halifax, aforesaid,) have invented certain new and useful Improvements in Resilient WVheels for Motor-Cars and other Vehicles, of which the following is a specification.

This invention relates to resilient wheels of motor-cars and other vehicles; and our object is to manufacture road-vehicle wheels generally so that when in use they will absorb or prevent vibration or reduce the same to a minimumin fact, have all the advantages of wheels provided with pneumatic tires without any of their disadvantages and be much more durable.

Resilient wheels constructed with two concentric rims having springs or the like interposed have had hitherto several drawbacks or disadvantages, the chief being the limited cushioning of the inner rim or wheel upon which is the weight of the vehicle. This is not universal or effected more or less throughout its entire circumference, as should be the case with an effective resilient wheel.

I/Vhere helical springs are employed radially about the inner rim the only springs giving a perfect cushion are those occupying Therefore the cushioning is purely local. The springs horizontal have no effect whatever. Further, a damaging transverse stress is put upon the springs occupying oblique positions, which soon interferes with and affects their stability and action. In the case of curved springs the same limitation of cushion prevails, because the springs are rigidly secured at some part to both rims. Consequently one set of springs is acting against the other. Also no effective provision is made to counteract or cope with any lateral strain put upon the outer rim or tire when turning or skidding or from other causes.

In our invention the inner wheel or rim supporting the vehicle is cushioned more or less about its entire circumference. Each spring contributes its quota. Therefore the vibration is distributed and absorbed accordingly. Further, provision is made whereby the two rims are free to revolve in unison,

yet always remain ingperfect alinement under any kind of strain. M

Our improved wheel consists, preferably, of two concentric rims, and interposed between these rims in a particular manner is certain mechanism for connecting the two rims, cushioning and rigidly holding the same in alinement. This mechanism consists of a number of flat curved springs, preferably secured to the inner rim by a corresponding number of radial bolts or studs and at their ends by links to the outer rim or tire. Each bolt or stud projects into a hollow guidebracket attached to the inside of outer rim for holding the two rims in alinement. This outer rim may serve as the tire or may be of channeled steel and provided with a rubber tread or tire.

A modification of the wheel above described may be made by reversing the position of the cushioning mechanism and securing the springs to the outer rim or tire by the bolts or studs and attaching the guide boxes or brackets and links to the inner rim; or as a further alternative we may dispense with the inner rim and extend the hub. In this case the links are mounted upon each alternate arm or spoke and the guide lugs or boxes upon the other arms, the springs being secured to the outer rim and their ends to the links in the manner before described. The cushioning action and effect are the same in each case.

By this construction of wheel the inner rim or wheel upon which is the weight of the vehicle is cushioned upon the springs more or less throughout its entire circumference, and the combination of the radial studs and guide-brackets allow the inner rim or wheel to rotate slightly, thus gradually checking the strain when starting before the outer rim or tire takes the drive, yet at the same time rigidly holds the two rims in alinement and prevents any independent lateral movement on the part of the outer rim or tire either when turning, skidding, or from any other cause.

In the drawings, Figure 1 is a side elevation of our improved resilient wheel for roadvehicles. Fig. 2 is a similar view to Fig. 1,

but showing the inner rim cushioned upon the outer rim or tlre when 1n use upon a ve- Fig. 3 1s a sectional end view of Flg.

hicle.

1. Fig. 4 is a sectional elevation of guide bracket or lug. Fig. 5 is a plan of said guidebracket. Fig. 6 is a plan of bracket attached to outer rim or tire and supporting pivoted links. Fig. 7 is an end view of Fig. 6. Fig. 8 is an elevation of a radial stud or bolt. Fig. 9 is a modification of Fig. 1. Fig. 10 is a further modification or alternative of Figs. 1 and 9. I

In constructing a wheel in accordance with our invention we employ about the ordinary rim A of the wheel a further rim or tire B of larger diameter and preferably interpose between these rims a numberof suitable curved flat steel or the like springs C, the ends of which are secured to short links D, pivotally connected to bracket E, attached to the outer rim or tire B. Each spring is also secured in the center against the inner rim or wheel A by means of a radial stud F and nut G, the square end of which projects into a hollow lug or bracket or guide-box H, formed upon or attached to the inside of outer rim or tire and is prevented from revolvingthereby.

The recess J in the lug is preferably oblong in shape, and the studs F fit in such a manner that they prevent any independent lateral movement of the outer rim or tire B at any part, yet allow the inner rim or wheel A to rotate slightly and gradually take the strain of the gear before the outer rim or tire takes the drive upon starting or when altering or increasing the gear.

'By this construction of wheel the outer rim or tire can move more or less radially in any direction independently of the inner rim or wheel, and vice versa. The inner rim or wheel A and springs C are held in suspension within the rim or tire B by the movable links D aforesaid, and these links conform. to any stress put upon the springs, and so enable each spring to contribute its quota to the cushioning of'the inner rim or wheel (see Fig. 2) throughout the latters circumference and in a corresponding degree distributes and absorbs the vibration of the outer rim.

As a modification of the above wheel (see Fig. 9) we reverse the position of the cushioning mechanis'm-that is, we attach the guide boxes or lu s H and the brackets E, carrying pivoted lin is D, to the inner rim A, and secure'the springs C andradial studs F to the outer rimB. In this manner the action and effect are the same. As a further alternative (see Fig. 1.0) we may dispense with the inner rim A, extend the size or diameter of the hub K, and mount upon each alternate projecting spoke L (which is shortened for this purpose) or upon the extended hub itself a suitably-shaped bracket or boss M, having lugs N at each side, and upon the other spokes the guide boxes or lugs H. The springs C and radial studs F employed are the same and are secured to the outer rim B in the manner as shown at Fig. 9. The springs C are connected at each end to the links D, pivotally connected tobracket or boss M.

'P is a spring-washer to counteract the effect of wear of the springs at the point where they are most subject to wear and serves as a buffer in any lateral movement of the ends of the same.

Our improved wheel, whether constructed according to Figs. 1, 9, or 10, provides that the inner rim or wheel or the hub upon which the weight of the vehicle rests shall have an elastic support or cushion throughout its whole circumference. In this manner the vibration of the outer rim or tire is correspondingly distributed and absorbed or reduced to a minimum, resulting in a resilient wheel having all the advantages and stability before described.

I/Vhat we claim as our invention, and desire to secure by Letters Patent, is-

In a wheel, the combination, with an inner portion, and an outer rim portion; of guides carried by one of the said portions, guidebars carried by the other said portion and slidable in the said guides in the plane of the wheel both radially and circumferentially but non-slidable laterally to the wheel, supporting leaf-springs having their middle portions secured to the said guide-bars, and links pivotally connecting the ends of each of the said springs independently with the said portion which carries the guides.

In testimony whereof we have hereunto affixed our signatures in thepresenceof two witnesses.

TOM OLDFIELD. JOSEPH ARTHUR SGHOFIELD.

Witnesses ABM. REED, INILFRED ALDERSON. 

